JP6114563B2 - Control device for continuously variable transmission - Google Patents

Description

  The present invention relates to a control device for a continuously variable transmission configured by winding a power transmission member such as a metal chain or a belt between a drive pulley and a driven pulley, and more specifically, to the drive pulley of the power transmission member. The present invention relates to a control device for a continuously variable transmission that can suppress vibration and noise associated with the biting of the gear.

  A continuously variable transmission mounted on a vehicle or the like is an endless metal between two pulleys (a drive pulley and a driven pulley) each having a receiving groove having a substantially V-shaped cross-sectional shape whose groove width can be changed. It is the structure which wound power transmission members, such as a chain and a belt. And the gear ratio is changed steplessly by changing the groove width (pulley width) of both pulleys.

  As a power transmission member used in the continuously variable transmission as described above, there is a so-called chain type power transmission member made of a metal material such as steel. This chain-type power transmission member includes a link plate having a pair of pin holes and a rocker pin inserted into the pin hole. The link plates are alternately combined via the pin holes, and the rocker pins are inserted into the pin holes. Thus, the link plates are configured to be flexibly connected to each other by the rocker pins.

  When such a power transmission member rotates and bites into the pulley, a biting sound (collision sound) is generated. The frequency of the biting sound (biting frequency) is other noise or vibration of a vibration source. If the frequency coincides with the frequency, the energy is amplified and becomes a resonance or a state close to the resonance, so that there is a problem that the noise and the vibration level are deteriorated.

  As conventional techniques related to solving the noise and vibration problems of the continuously variable transmission as described above, techniques described in Patent Documents 1 to 3 are known. The continuously variable transmission described in Patent Document 1 is generated by contact between the belt and the pulley while ensuring the necessary rigidity by installing a rigid spacer between the outer case of the bearing that supports the pulley shaft and the case. It is intended to block the vibration that occurs.

  Further, the continuously variable transmission described in Patent Document 2 has a structure in which pulleys of different materials are laminated on a pulley disk, so that an impact sound generated when the metal belt is wound on a pulley is generated by frictional heat generation between layers. It is to reduce.

  Further, in Patent Document 3, as a means for improving noise and vibration of a continuously variable transmission, a method for setting a shift characteristic so as to traverse an operation region in which the engagement frequency and the natural resonance frequency of the pulley substantially coincide with each other in the shortest time. Is described.

Japanese Patent No. 4806825 Japanese Utility Model Publication No. 63-44600 Japanese Patent No. 3154760

  However, in the continuously variable transmission of Patent Document 1, the rigidity of the outer bearing and the case of the bearing is considered, but the resistance to fretting between the outer bearing and the case is not clear. Therefore, in a state where the amount of lubrication to this portion is not appropriate, fretting occurs and the shaft is displaced from an appropriate position. As a result, the belt life may be reduced, the power transmission efficiency may be reduced, and the noise may be increased due to misalignment.

  Further, in the continuously variable transmission of Patent Document 2, there is a possibility that a structure having sufficient durability against repeated stress generated in the pulley flange cannot be realized with a practical weight and volume as a reaction force for pinching the belt. is there.

  In the prior art of Patent Document 3, the magnitude of the vibration level of the string portion in the power transmission member is greatly influenced by the value of the resonance frequency of the string portion determined by the length of the string portion, the tension applied to the string portion, and the like. . In addition, since the length of the string portion and the tension applied to the string portion change under the influence of parameters that determine the operation state such as the transmission ratio or the input torque of the drive pulley, the resonance frequency of the string portion is the It changes according to change. On the other hand, the biting frequency changes depending on the rotational speed of the drive pulley. When the biting frequency matches the chord resonance frequency, the energy is amplified (a state close to resonance). However, there is a problem that the noise and vibration level are deteriorated.

  The present invention has been made in view of the above points, and its object is to generate noise and vibration caused by the engagement of a power transmission member into a drive pulley with a simple configuration and simple control with a reduced number of parts. An object of the present invention is to provide a control device for a continuously variable transmission that can reduce the noise more reliably.

The present invention for solving the above-described problems includes a drive pulley (11) that is rotated by a driving force transmitted from a driving source (E), and a driven pulley (16) that transmits a driving force accompanying the rotation to the output side. A power transmission member (15) wound between the drive pulley (11) and the driven pulley (16), and the drive pulley (11) arranged coaxially with the drive source (E). and said drive pulley (11) first power transmission unit and the power transmission ratio which can be varied to (20), said driven pulley (16) is arranged coaxially said driven or pulley (16) RaIzuru A power transmission mechanism including at least one of a second power transmission unit (40) capable of changing a power transmission rate to the force shaft, and the drive pulley (11) and the driven pulley (16). In the continuously variable transmission (1) in which the rotation speed of the drive pulley (11) is changed steplessly and transmitted to the driven pulley (16) by changing the pulley width, the rotation of the drive pulley (11) the drive pulley of the power transmission member (15) based on the number (11) and the bite frequency calculating means for calculating a bite frequency to said driven pulley (100), said drive pulley calculated pre Me (11) and the resonant frequency and the storage means and the resonant frequency is stored in the driven pulley (16) (106), the bite frequency calculating means (100) the bite frequency and before Symbol storage means calculated by (106) when the resonance frequency of the resonance frequency or the driven pulley of the stored said drive pulley (11) (16) becomes a range that can be regarded as consistent with each other, wherein And control means for performing power transmission slip control to cause the slide down to the power transmission of the force transmitting mechanism (100), characterized in that it comprises a.
Alternatively, the drive pulley (11) that rotates when the driving force from the driving source (E) is transmitted, the driven pulley (16) that transmits the driving force accompanying the rotation to the output side, the drive pulley (11), and the The power transmission member (15) wound between the driven pulley (16) and the drive pulley (11) are arranged coaxially with the power from the drive source (E) to the drive pulley (11). A first power transmission unit (20) capable of changing a transmission rate, and being arranged coaxially with the driven pulley (16) to change the power transmission rate from the driven pulley (16) to the output shaft. A power transmission mechanism including at least one of the second power transmission unit (40) capable of rotating the drive pulley (11) and the driven pulley (16) by changing the pulley width. In the continuously variable transmission (1) that continuously changes the rotational speed of the drive pulley (11) and transmits it to the driven pulley (16), the power is determined based on the operating state of the continuously variable transmission (1). A string part resonance frequency calculating means (100) for calculating a resonance frequency of the string part (15a) on the tension side or the loose side of the transmission member (15), the resonance frequency of the drive pulley (11) calculated in advance and the driven pulley. The storage means (106) storing the resonance frequency of (16), the resonance frequency of the string portion (15a) calculated by the string portion resonance frequency calculation means (100), and the storage means (106). When the resonance frequency of the drive pulley (11) or the resonance frequency of the driven pulley (16) falls within a range that can be regarded as matching each other, Ri and the control means (100) for performing power transmission slip control to cause, characterized in that it comprises a.

According to the control system of the continuously variable transmission according to the present invention, that the resonance frequency of the resonant frequency and the drive pulley or the driven pulley of the chord portion of the bite frequency or power transmission member to the pulley power transmission member match each other when it becomes within the range considered was to perform control to cause slide down to at least one of the power transmission of the drive pulley and the first power transmission unit of the coaxial or driven pulley and the second power transmission unit of the coaxial . Thus, when the vibration on the shaft provided with a pulley and the pulley by biting into the pulley power transmission member is generated, by intentionally sliding et a power transmission of the power disengaging mechanism coaxial, The vibration can be converted into heat and attenuated. In addition, since the resonance between the power transmission member and the pulley can be avoided, the generation of vibration and noise can be effectively suppressed. Therefore, it is possible to more reliably reduce noise and vibration caused by the engagement of the power transmission member with the drive pulley.

  In addition, even when vibration due to stick-slip occurs between the power transmission member and the pulley, intentional slippage is generated in the power transmission by the power transmission unit coaxial with the pulley, so that the vibration is heated. Can be effectively attenuated.

  Furthermore, according to the present invention, a power transmission mechanism that can inherently change the power transmission rate is used as a control for reducing noise and vibration caused by the engagement of the power transmission member into the drive pulley. Therefore, there is a problem that the durability of each part such as a bearing and a pulley supporting the rotating shaft of the continuously variable transmission is lowered. It does not occur.

  Further, according to the present invention, a slight transmission of power by the power transmission mechanism is caused in an operating state in which any two of the biting frequency of the power transmission member, the resonance frequency of the chord portion of the power transmission member, and the resonance frequency of the pulley coincide. Since the slip state is generated, it is possible to effectively absorb (attenuate) vibration having a relatively large amplitude in a resonance state or a state close to resonance, and the vibration absorption efficiency is good. Further, in a vehicle equipped with a continuously variable transmission according to the present invention, control that causes slight slippage in power transmission by the power transmission unit during actual driving of the vehicle is limited. Only for a short time. Therefore, there is almost no influence on the fuel consumption (fuel consumption rate) of the vehicle and the running state. Further, if a state in which slight slippage is caused in the power transmission by the power transmission mechanism is continued for a long time, there is a possibility that deterioration such as wear of the power transmission mechanism may progress, and the progress of such deterioration can be effectively avoided.

  In the control device for the continuously variable transmission, the power transmission mechanism includes friction engagement elements (25, 30, 41) for transmitting power by engaging with friction, and includes power transmission slip control means (100). The control by means of changing the engagement amount of the friction engagement elements (25, 30, 41) to cause slight slippage in the power transmission by the friction engagement elements (25, 30, 41). Good. Specific examples of the power transmission mechanism in this case include a forward / reverse switching mechanism including a forward clutch and a reverse brake, which are friction transmission elements, a starting clutch mechanism including a starting clutch, which is a friction transmission element, and a lock, which is a friction transmission element. There are torque converters including up clutches.

  According to this configuration, noise and vibration of a continuously variable transmission can be suppressed by performing control using a power transmission mechanism that includes a friction engagement element that is installed coaxially with a driven pulley or a drive pulley. Can do. Therefore, the noise and vibration of the continuously variable transmission can be effectively suppressed without complicating the number and structure of the continuously variable transmission or its peripheral devices and without complicating the control. Become.

  Further, in the control device for a continuously variable transmission, when the meshing frequency of the power transmission member and the string resonance frequency are within a range that can be regarded as matching each other, or when the meshing frequency and the drive pulley resonance frequency or driven When the resonance frequency of the pulley falls within a range that can be regarded as coincident, the above power transmission slip control by the control means may be performed.

  According to this configuration, the operating state in which the biting frequency of the power transmission member and the resonance frequency of the string portion match, or the driving state in which the biting frequency of the power transmission member and the resonance frequency of the drive pulley or driven pulley match. Since the power transmission slip control is performed at this time, it is possible to effectively absorb the vibration having a relatively large amplitude in the resonance state or a state close to the resonance. Therefore, it is possible to more reliably reduce noise and vibration caused by the engagement of the power transmission member with the drive pulley.

  In the control device for a continuously variable transmission, the power transmission mechanism may include both the first power transmission unit (20) and the second power transmission unit (40). Further, in that case, when the control means (100) falls within a range in which the string resonance frequency on the tension side or the looseness side of the power transmission member (15) and the resonance frequency of the drive pulley (11) can be regarded as matching. The first power transmission unit (20) is controlled to cause slight slippage in power transmission, the string side resonance frequency of the power transmission member (15) or the slack side and the resonance frequency of the driven pulley (16). It is good to perform control that causes slight slippage in the power transmission of the second power transmission unit (40) when the values are within a range in which the two can be regarded as matching.

  According to this configuration, by performing the power transmission slip control using the power transmission unit on the same axis as the driven pulley and the drive pulley that are in resonance or close to resonance, a state close to resonance or resonance is obtained. The generated pulley vibration can be absorbed more directly and reliably to be damped. Therefore, it is possible to more reliably reduce noise and vibration caused by the engagement of the power transmission member with the drive pulley.

  Further, in the control device for the continuously variable transmission, the control means (100) includes three frequencies of the meshing frequency of the power transmission member, the resonance frequency of the string portion, and the resonance frequency of the drive pulley (11) or the driven pulley (16). It is better to increase the rate of slip that occurs in the power transmission of the power transmission mechanism when the two are within the range that can be regarded as matching, compared to when the two are within the range that can be regarded as matching.

According to this configuration, when a vibration having a larger amplitude in a resonance state or a state close to the resonance occurs, the vibration can be effectively absorbed. Accordingly, it is possible to further effectively reduce noise and vibration caused by the engagement of the power transmission member with the drive pulley.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the continuously variable transmission control device according to the present invention, noise and vibration caused by the engagement of the power transmission member into the drive pulley, etc., can be more reliably achieved with a simple configuration and simple control with a reduced number of parts. Can be reduced.

1 is a skeleton diagram showing a belt-type continuously variable transmission including a control device according to a first embodiment of the present invention. It is a figure which shows typically the transmission mechanism part of a continuously variable transmission. It is a figure which shows typically the structure of a continuously variable transmission. It is a flowchart which shows the control (1st control) by the continuously variable transmission of this embodiment. It is a flowchart which shows the other control (2nd control) by the continuously variable transmission of this embodiment. It is a flowchart which shows the other control (3rd control) by the continuously variable transmission of this embodiment. It is a flowchart (the 1) which shows the other control (4th control) by the continuously variable transmission of this embodiment. It is a flowchart (the 2) which shows the other control (4th control) by the continuously variable transmission of this embodiment. It is a figure which shows typically the structure of the continuously variable transmission concerning 2nd Embodiment of this invention. It is a figure which shows typically the structure of the continuously variable transmission concerning 3rd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]
FIG. 1 is a skeleton diagram showing a belt-type continuously variable transmission 1 including a control device according to a first embodiment of the present invention. FIG. 2 is a schematic diagram of the speed change mechanism 10 provided in the continuously variable transmission 1. A continuously variable transmission 1 shown in FIG. 1 is arranged in parallel with a transmission input shaft (hereinafter referred to as “input shaft”) 2 connected to the output shaft Es of the engine E via a coupling mechanism CP. Transmission countershaft (hereinafter referred to as “countershaft”) 3, transmission mechanism portion 10 disposed between both shafts 2 and 3, and front and rear disposed on the input shaft 2 An advance switching mechanism 20, a starting clutch mechanism 40 disposed on the counter shaft 3, output transmission gear trains 6 a, 6 b, 7 a, 7 b and a differential mechanism 8 are provided.

  The transmission mechanism unit 10 is a drive pulley 11 disposed on the input shaft 2, a driven pulley 16 disposed on the counter shaft 3, and a power transmission member wound around the pulleys 11 and 16. And a metal chain (hereinafter simply referred to as “chain”) 15. The drive pulley 11 includes a fixed pulley half 12 that is rotatably disposed on the input shaft 2 and a movable pulley half 13 that is movable in the axial direction with respect to the fixed pulley half 12 and integrally rotates. The movable pulley half 13 is controlled to move in the axial direction by the hydraulic pressure supplied to the drive pulley cylinder chamber 14. On the other hand, the driven pulley 16 includes a fixed pulley half 17 fixed to the counter shaft 3 and a movable pulley half 18 that is movable in the axial direction with respect to the fixed pulley half 17 and rotates integrally. The movable pulley half 18 is controlled to move in the axial direction by the oil pressure supplied to the chamber 19.

  For this reason, by appropriately controlling the hydraulic pressure supplied to the cylinder chambers 14 and 19, the axial moving force acting on the movable pulley halves 13 and 18 is controlled, and the pulley widths of the pulleys 11 and 16 are changed. Can be made. As a result, it is possible to perform control to change the gear ratio steplessly by changing the winding radius of the chain 15 with respect to both pulleys 11 and 16.

  The forward / reverse switching mechanism 20 rotatably holds a sun gear 21 connected to the input shaft 2 and a plurality of pinion gears 22a meshing with the sun gear 21, and meshes with the carrier 22 and the pinion gear 22a coaxially rotatable with the sun gear 21. In addition, it comprises a single pinion type planetary gear mechanism having a sun gear 21 and a ring gear 23 that can rotate coaxially, and the reverse brake 25 that can hold the carrier 22 fixedly, and the sun gear 21 and the ring gear 23 are detachably connected. A forward clutch 30.

  In the forward / reverse switching mechanism 20 configured as described above, when the forward clutch 30 is engaged with the reverse brake 25 released, the sun gear 21 and the ring gear 23 are coupled to each other to rotate integrally, and the sun gear 21, All of the carrier 22 and the ring gear 23 rotate integrally with the input shaft 2, and the drive pulley 11 is driven to rotate in the same direction (forward direction) as the input shaft 2. On the other hand, when the forward clutch 30 is released and the reverse brake 25 is engaged, the carrier 22 is fixedly held, the ring gear 23 is rotated in the opposite direction to the sun gear 21, and the drive pulley 11 is opposite to the input shaft 2 ( It is in a state of being rotationally driven in the reverse direction).

  The forward clutch 30 is a friction engagement element composed of a hydraulically operated wet type multi-plate clutch, and is engaged and disengaged by receiving hydraulic pressure. Similarly, the reverse brake 25 is a friction engagement element composed of a hydraulically operated wet type multi-plate brake, and is engaged and disengaged by receiving hydraulic pressure.

  As described above, when the rotation of the input shaft 2 is switched by the forward / reverse switching mechanism 20 and the drive pulley 11 is rotationally driven in the forward direction or the backward direction, the rotation is shifted steplessly by the transmission mechanism unit 10. Is transmitted to the counter shaft 3. The counter shaft 3 is provided with a start clutch mechanism 40, and the start clutch mechanism 40 controls driving force transmission to the output transmission gear 6a. The starting clutch 40 includes a hydraulically operated wet multi-plate clutch (starting clutch) 41 that is a friction engagement element, and is engaged by receiving hydraulic pressure.

  Thus, the rotational driving force controlled by the starting clutch mechanism 40 and transmitted to the output transmission gear 6a is transmitted to the left and right via the output transmission gear trains 6a, 6b, 7a, 7b having the output transmission gear 6a and the differential mechanism 8. It is transmitted to the wheels W, W. Further, when the starting clutch 40 is released, a neutral state in which power cannot be transmitted is obtained.

  Hereinafter, the shift control valve 70 that controls the supply / discharge hydraulic pressure to both the cylinder chambers 14 and 19 and the control unit 100 that controls the operation of the shift control valve 70 will be described. The shift control valve 70 includes two solenoid valves (not shown) that control the hydraulic pressure supplied to the drive pulley cylinder chamber 14 and the driven pulley cylinder chamber 19, and these solenoid valves are supplied from the control unit 100. In response to the shift control signal, shift control is performed. As a result, the hydraulic pressure in both cylinder chambers 14 and 19 is set based on the shift control signal, and the axial thrust acting on both pulleys 11 and 16 is set.

  For this shift control, the control unit 100 detects the engine rotation signal Ne detected by the engine rotation speed sensor 101, the drive pulley rotation signal NDR detected by the drive pulley rotation speed sensor 102, and the driven pulley rotation speed sensor 103. Detection output from various sensors that detect the operating state, such as a driven pulley rotation signal NDN, a shift position signal SP detected by the shift position sensor 104, and an engine throttle opening signal TH detected by the throttle opening sensor 105. A signal is being input. Further, data such as the resonance frequency (natural frequency) of the drive pulley 11 and the driven pulley 16 stored in the memory (storage means) 106 in advance is input to the control means 100. Further, in a state where the shift position is in the traveling range and the start clutch 40 is slid (during idling in the in-gear state), it is optimal for starting and is set in advance so as to suppress noise and vibration. The supply / discharge hydraulic pressures for both the cylinder chambers 14 and 19 are set so that the energization is controlled from the control unit 100 to the solenoid of the shift control valve 70.

  In the control device according to the present invention, the control unit 100 that performs such shift control is used to perform control for avoiding noise and vibration level deterioration associated with the operation of the transmission mechanism 10 of the continuously variable transmission 1. . Noise and vibration associated with the operation of the speed change mechanism unit 10 are generated by the engagement sound generated when the chain 15 is engaged with the drive pulley 11 or the driven pulley 16 by the rotation of the drive pulley 11 or the driven pulley 16. The biting frequency which is the frequency, the string resonance frequency which is the resonance frequency of the string portion 15a (see FIG. 3) on the tight side and the loose side of the chain 15 wound between the pulleys 11 and 16, and the drive pulley 11 or It deteriorates when the resonance frequency of the driven pulley 16 coincides and the energy is amplified (a state close to resonance).

  That is, the contact sound between the chain 15 and the pulley does not necessarily become a noise, and the engagement frequency of the chain 15 coincides with the resonance frequency of the pulleys 11 and 16 or falls within a range that can be regarded as coincident (hereinafter referred to as the coincidence frequency). , Simply described as “when they match”). Similarly, when the biting frequency of the chain 15 coincides with the resonance frequency of the string portion 15a determined by the tension of the chain 15 in a predetermined operation state, the rigid mass of the chain 15, and the length of the string portion 15a, the same problem occurs. Noise and vibration may occur.

Here, the resonance frequency ω (Hz) of the string portion 15a on the tension side or the loose side of the chain 15 is the tension T (N) of the string portion 15a and the mass ρ (Kg / m) per unit length of the string portion 15a. Using the length L (m) of the string portion 15a, it is expressed by the following (Formula 1).
ω = (π / L) √ (T / ρ) (in the case of primary vibration) (Equation 1)

  Therefore, even if the specifications of the chain 15 are the same and the mass ρ is constant, if the operating conditions of the continuously variable transmission 1 (ratio, transmission torque, input rotation speed, thrust safety factor, centrifugal tension) change, Accordingly, the tension of the string portion 15a changes. Further, since the change in the ratio is accompanied by the change in the length of the string portion 15a of the chain 15, the change in the ratio causes the resonance frequency ω of the chain 15 to change.

  FIG. 3 is a diagram schematically showing the configuration of the continuously variable transmission 1 of the present embodiment. As shown in the figure, in the continuously variable transmission 1 of the present embodiment, the forward clutch 30 is disposed on the input shaft 2 that is a rotating shaft between the engine E and the drive pulley 11, that is, coaxially with the drive pulley 11. In addition, a forward / reverse switching mechanism (first power transmission unit) 20 including a reverse brake 25 (friction engagement element) is installed. A starting clutch mechanism (second power transmission) including a starting clutch (friction engagement element) 41 is provided on the counter shaft 3 that is a rotating shaft between the driven pulley 16 and the wheel W, that is, coaxially with the driven pulley 16. Part) 40 is installed. The forward / reverse switching mechanism 20 can cause slippage in its power transmission by controlling the engagement amounts of the forward clutch 30 and the reverse brake 25 which are friction engagement elements. Further, the starting clutch mechanism 40 can cause slippage in its power transmission by controlling the amount of engagement of the starting clutch 41 that is a friction engagement element. In the normal driving state of the vehicle, both the forward / reverse switching mechanism 20 and the starting clutch mechanism 40 are fastened with no slippage in their power transmission.

  In the continuously variable transmission 1 of the present embodiment, the control unit 100 calculates the engagement frequency of the chain 15 based on the rotational speed of the drive pulley 11. Further, based on the operating state of the continuously variable transmission 1, the resonance frequency of the string portion 15a on the tight side and the loose side of the chain 15 is calculated. Further, the memory 106 that is a storage means stores the resonance frequency (natural frequency) of the drive pulley 11 and the resonance frequency (natural frequency) of the driven pulley 16 that are calculated in advance.

  Then, the control unit 100 moves back and forth when any two or three of the engagement frequency of the chain 15, the resonance frequency of the string portion 15a, and the resonance frequency of the drive pulley 11 or the driven pulley 16 coincide with each other. Control (power transmission slip control) that causes slight slippage in power transmission of at least one of the advance switching mechanism 20 and the starting clutch mechanism 40 is performed. Hereinafter, the contents of the control will be described in detail.

  FIG. 4 is a flowchart showing the control (first control) by the continuously variable transmission 1 of the present embodiment. In the control shown in this flowchart, first, the engagement frequency of the chain 15 (contact frequency between the chain 15 and the pulleys 11 and 16) accompanying the rotation of the drive pulley 11 is calculated (calculated) (step ST1-1). The biting frequency of the chain 15 is calculated based on the ratio of the continuously variable transmission 1 and the input rotation speed (the input rotation speed to the input shaft 2, the same applies hereinafter). Further, the resonance frequency on the tight side in the string portion 15a of the chain 15 is calculated (step ST1-2). Further, the resonance frequency on the loose side of the string portion 15a of the chain 15 is calculated (calculated) (step ST1-3). As described above, the resonance frequency on the tension side or the slack side in the string portion 15a of the chain 15 is calculated based on the transmission torque of the chain 15, the thrust safety factor, the ratio of the continuously variable transmission 1, and the input rotational speed. . Next, it is determined whether or not the biting frequency of the chain 15 matches the resonance frequency on the tight side or the loose side of the string portion 15a (step ST1-4). Here, the case where the biting frequency of the chain 15 matches the resonance frequency of the string portion 15a may include not only the case where they completely match, but also the case where they substantially match within a predetermined range. This point is the same in the following other controls. As a result, when the biting frequency of the chain 15 matches the resonance frequency of the string portion 15a (YES), the forward clutch 30, the reverse brake 25, or the start clutch is used as a control for the forward / reverse switching mechanism 20 or the start clutch mechanism 40. Control for damping the clutch pressure (brake pressure) 41 is performed (step ST1-5). The clutch pressure damping control referred to here is a slight amount reduction (as an example, about 1 to 2%) compared to the normal control (control to engage the clutch without causing slippage). Control. As a result, it is possible to perform control for sliding (slipping) the engagement of the forward clutch 30, the reverse brake 25 or the start clutch 41 by a predetermined amount. On the other hand, when the biting frequency of the chain 15 does not coincide with the resonance frequency of the string portion 15a (NO), the forward clutch 30, the reverse brake 25, or the start clutch 41 is controlled as control for the forward / reverse switching mechanism 20 or the start clutch mechanism 40. The normal control of the clutch pressure (brake pressure) is performed (step ST1-6).

  That is, in the control shown in FIG. 4, the biting frequency (contact frequency) of the chain 15 is compared with the resonance frequency on the tension side or the slack side of the string portion 15a. At least one of control for sliding the forward clutch 30 and the reverse brake 25 by a predetermined amount and control for sliding the start clutch 41 of the start clutch mechanism 40 by a predetermined amount is performed. As a result, the vibration caused by the engagement of the chain 15 and the resonance of the string portion 15a can be converted into heat to reduce noise and vibration. In addition, since the resonance of the chain 15 and the pulleys 11 and 16 can be avoided, the generation of vibration and noise can be effectively suppressed.

  FIG. 5 is a flowchart showing another control (second control) by the continuously variable transmission 1 of the present embodiment. In the control shown in this flowchart, first, the biting frequency of the chain 15 is calculated (step ST2-1). Further, the resonance frequency data of the drive pulley 11 is extracted from the memory 106 (step ST2-2). Further, the resonance frequency data of the driven pulley 16 is extracted from the memory 106 (step ST2-3). Next, it is determined whether or not the meshing frequency of the chain 15 matches at least one of the resonance frequencies of the drive pulley 11 and the driven pulley 16 (step ST2-4). As a result, when the meshing frequency of the chain 15 does not match the resonance frequency of the drive pulley 11 and the driven pulley 16 (NO), normal control of the clutch pressure is performed as control for the forward / reverse switching mechanism 20 or the starting clutch mechanism 40. Perform (step ST2-5). On the other hand, when the engagement frequency of the chain 15 matches the resonance frequency of at least one of the drive pulley 11 and the driven pulley 16 (YES), the engagement frequency of the chain 15 continues to be equal to the resonance frequency of the drive pulley 11. It is determined whether or not they match (step ST2-6). As a result, when the meshing frequency of the chain 15 does not match the resonance frequency of the drive pulley 11 (NO), that is, when the meshing frequency of the chain 15 matches the resonance frequency of the driven pulley 16, it is coaxial with the driven pulley 16. Control for damping the clutch pressure of the start clutch 41 (driven clutch) included in the start clutch mechanism 40 provided above is performed (step ST2-7). As a result, the start clutch 41 is slid by a predetermined amount to control to intentionally change the rotation speed of the counter shaft 3. On the other hand, when the meshing frequency of the chain 15 matches the resonance frequency of the drive pulley 11 (YES), the forward clutch 30 or the reverse brake included in the forward / reverse switching mechanism 20 provided coaxially with the drive pulley 11. Control for damping the clutch pressure (brake pressure) of 25 (drive side clutch) is performed (step ST2-8). As a result, the forward clutch 30 or the reverse brake 25 of the forward / reverse switching mechanism 20 is slid by a predetermined amount to control to intentionally change the rotational speed of the input shaft 2.

  In the control shown in FIG. 5, the engagement frequency of the chain 15 is compared with the resonance frequency of the drive pulley 11, and in a state where they match, by performing a control for sliding the power transmission of the forward / reverse switching mechanism 20 by a predetermined amount, Since vibration due to resonance between the chain 15 and the drive pulley 11 can be converted into heat or resonance can be avoided, noise and vibration can be reduced. Further, the chain 15 and the drive pulley 11 are controlled by sliding the power transmission of the starting clutch mechanism 40 by a predetermined amount when the meshing frequency of the chain 15 is compared with the resonance frequency of the driven pulley 16 and they match. The vibration associated with the resonance can be converted into heat or the resonance can be avoided, so that noise and vibration can be reduced.

  FIG. 6 is a flowchart showing another control (third control) by the continuously variable transmission 1 of the present embodiment. In the control shown in this flowchart, first, the tension-side resonance frequency in the string portion 15a of the chain 15 is calculated (step ST3-1). Further, the resonance frequency on the loose side in the string portion 15a of the chain 15 is calculated (step ST3-2). Further, the resonance frequency data of the drive pulley 11 is extracted from the memory 106 (step ST3-3). Further, the resonance frequency data of the driven pulley 16 is extracted from the memory 106 (step ST3-4). Next, it is determined whether or not the resonance frequency of the tension side or the loose side in the string portion 15a of the chain 15 matches the resonance frequency of the drive pulley 11 or the driven pulley 16 (step ST3-5). As a result, when the resonance frequency of the tension side or the slack side in the string portion 15a of the chain 15 and the resonance frequency of the drive pulley 11 or the driven pulley 16 do not coincide (NO), the forward / reverse switching mechanism 20 or the starting clutch mechanism 40 As a control for this, normal control of the clutch pressure (brake pressure) of either the forward clutch 30 and the reverse brake 25 or the start clutch 41 is performed (step ST3-6). On the other hand, when the resonance frequency of the tension side or the slack side of the string portion 15a of the chain 15 and the resonance frequency of the drive pulley 11 or the driven pulley 16 match (YES), the string portion 15a of the chain 15 continues. It is determined whether or not the resonance frequency on the tension side or the loose side in FIG. As a result, when the resonance frequency of the tension side or the slack side in the string portion 15a of the chain 15 does not coincide with the resonance frequency of the drive pulley 11 (NO), the start of the start clutch mechanism 40 provided coaxially with the driven pulley 16 is started. Damping control for only the clutch 41 (driven clutch) is performed (step ST3-8). Thereby, the start clutch 41 is controlled to slide by a predetermined amount. On the other hand, when the resonance frequency of the tension side or the loose side in the string portion 15a of the chain 15 matches the resonance frequency of the drive pulley 11 (YES), the forward / reverse switching mechanism 20 provided coaxially with the drive pulley 11 moves forward. Control for damping only the clutch 30 or the reverse brake 25 (drive side clutch) is performed (step ST3-9). Thus, control is performed to slide the forward clutch 30 or the reverse brake 25 of the forward / reverse switching mechanism 20 by a predetermined amount.

  In the control shown in FIG. 6, the resonance frequency of the string portion 15a (the tension side or the slack side) of the chain 15 is compared with the resonance frequency of the drive pulley 11, and when they match, the power of the forward / reverse switching mechanism 20 is By controlling the transmission to slide by a predetermined amount, noise is reduced by converting vibration into heat or avoiding resonance. In addition, the resonance frequency of the string portion 15a of the chain 15 is compared with the resonance frequency of the driven pulley 16, and in a state where they match, the vibration transmission is controlled by sliding the power transmission of the starting clutch mechanism 40 by a predetermined amount. Noise can be reduced by converting to, or avoiding resonance.

  FIG. 7A and FIG. 7B are flowcharts showing another control (fourth control) by the continuously variable transmission 1 of the present embodiment. In the control shown in this flowchart, first, as shown in FIG. 7A, the resonance frequency on the tight side (step ST4-1) and the resonance frequency on the loose side (step ST4-2) in the string portion 15a of the chain 15 are set. Calculate each. Further, the resonance frequency data of the drive pulley 11 (step ST4-3) and the resonance frequency data of the driven pulley 16 (step ST4-4) are extracted from the memory 106. Further, the biting frequency of the chain 15 is calculated (step ST4-5).

  Then, it is determined whether all three of the resonance frequency of the string portion 15a (the tension side or the loose side), the resonance frequency of the drive pulley 11 or the driven pulley 16, and the meshing frequency of the chain 15 coincide (step ST4- 6). As a result, if all three match (YES), it is subsequently determined whether or not the resonance frequency of the string portion 15a and the engagement frequency of the chain 15 match the resonance frequency of the drive pulley 11 ( Step ST4-7). As a result, when the resonance frequency of the string portion 15a (the tension side or the loose side) and the engagement frequency of the chain 15 do not match the resonance frequency of the drive pulley 11 (NO), that is, when the resonance frequency of the driven pulley 16 matches. The control for damping the starting clutch 41 (driven side clutch) of the starting clutch mechanism 40 provided coaxially with the driven pulley 16 is performed more strongly than in the case of the first control or the second control ( Step ST4-8). That is, the extent to which the starting clutch 41 is slid is increased (as an example, 3 to 5%). Thereby, the control which slides the power transmission of the starting clutch mechanism 40 by a larger ratio can be performed. On the other hand, when the resonance frequency of the string portion 15a and the engagement frequency of the chain 15 coincide with the resonance frequency of the drive pulley 11 (YES), the forward clutch 30 of the forward / reverse switching mechanism 20 provided coaxially with the drive pulley 11. Alternatively, the damping control of the reverse brake 25 is more strongly performed (step ST4-9). That is, the degree to which the forward clutch 30 or the reverse brake 25 is slid is increased (as an example, 3 to 5%). Thereby, the control which slides the power transmission of the forward / reverse switching mechanism 20 at a higher rate can be performed.

  On the other hand, when all three of the resonance frequency of the string portion 15a, the resonance frequency of the drive pulley 11 or the driven pulley 16 and the meshing frequency of the chain 15 do not match in the previous step ST4-6 (NO), FIG. As shown in the flowchart of b), it is determined whether or not the biting frequency of the chain 15 matches the resonance frequency on the tension side or the loose side of the string portion 15a (step ST4-10). As a result, when the biting frequency of the chain 15 matches the resonance frequency of the string portion 15a (YES), the control for damping the clutch pressure or the brake pressure is performed as the control for the forward / reverse switching mechanism 20 or the starting clutch mechanism 40. (Step ST4-11). Thereby, the control which slides the power transmission of the forward / reverse switching mechanism 20 by a predetermined amount can be performed.

  On the other hand, when the engagement frequency of the chain 15 does not match the resonance frequency of the string portion 15a (NO), the engagement frequency of the chain 15 continues to be at least one of the resonance frequencies of the drive pulley 11 and the driven pulley 16. It is determined whether or not they match (step ST4-12). As a result, when the meshing frequency of the chain 15 does not coincide with the resonance frequency of the drive pulley 11 and the driven pulley 16 (NO), the clutch pressure or the brake pressure is controlled as the control for the forward / reverse switching mechanism 20 or the starting clutch mechanism 40. Normal control is performed (step ST4-13). On the other hand, when the engagement frequency of the chain 15 matches the resonance frequency of at least one of the drive pulley 11 and the driven pulley 16 (YES), the engagement frequency of the chain 15 continues to be equal to the resonance frequency of the drive pulley 11. It is determined whether or not they match (step ST4-14). As a result, when the meshing frequency of the chain 15 does not match the resonance frequency of the drive pulley 11 (NO), that is, when it matches the resonance frequency of the driven pulley 16, the starting clutch mechanism provided coaxially with the driven pulley 16 Control for damping only the 40 starting clutches 41 is performed (step ST4-15). Thereby, it is possible to perform control for sliding the power transmission of the start clutch mechanism 40 by a predetermined amount. On the other hand, when the meshing frequency of the chain 15 coincides with the resonance frequency of the drive pulley 11 (YES), only the forward clutch 30 or the reverse brake 25 of the forward / reverse switching mechanism 20 provided coaxially with the drive pulley 11 is damped. Control is performed (step ST4-16). Thereby, the control which slides the power transmission of the forward / reverse switching mechanism 20 by a predetermined amount can be performed.

  In the control shown in FIGS. 7A and 7B, the engagement frequency of the chain 15, the resonance frequency of the string, and the resonance frequency of the driven pulley 16 are compared, and any two of them match. In the state, the noise is reduced by sliding the front-rear direction switching mechanism or the starting clutch mechanism 40 by a predetermined amount to convert the vibration into heat or avoid resonance. Further, in a state where the chain 15 engagement frequency, the string resonance frequency, and the driven pulley 16 resonance frequency coincide with each other, the forward / reverse switching mechanism 20 or the starting clutch mechanism 40 is slid by a relatively large predetermined amount to cause vibration. Noise is reduced by converting to heat and avoiding resonance.

  Note that the control in steps ST4-10 and ST4-11 shown in FIG. 7B is the same as the second control shown in FIG. Moreover, the control by each step from step ST4-12 to ST4-16 shown in FIG. 7B is the same content control as the third control shown in FIG. Therefore, the control shown in FIG. 7B is a combination of the second control shown in FIG. 4 and the third control shown in FIG.

  As described above, according to the control of the continuously variable transmission 1 of the present embodiment, the engagement frequency of the chain 15, the resonance frequency of the string portion 15 a (the tension side or the loose side), and the drive pulley 11 or the driven pulley 16. When any two or three of the resonance frequencies are within a range that can be regarded as coincident with each other, at least one of the forward / reverse switching mechanism 20 coaxial with the drive pulley 11 or the starting clutch mechanism 40 coaxial with the driven pulley 16 Control to cause slight slippage in the power transmission. Thus, when vibration occurs on the drive pulley 11 and the input shaft 2 provided with the drive pulley 11 due to the chain 15 being engaged with the drive pulley 11, a forward / reverse switching mechanism that is a coaxial power transmission mechanism By slightly sliding the 20 or the starting clutch mechanism 40 intentionally, the vibration can be converted into heat and effectively damped or the resonance itself can be avoided. Therefore, it is possible to more reliably reduce noise and vibration caused by the chain 15 being engaged with the drive pulley 11.

  Further, even when vibration due to stick slip or the like occurs between the chain 15 and the drive pulley 11 or the driven pulley 16, a forward / reverse switching mechanism that is a power transmission unit coaxial with the drive pulley 11 or the driven pulley 16. By causing intentional slippage in the power transmission by the power transmission mechanism 20 or the starting clutch mechanism 40, the vibration can be converted into heat and effectively attenuated, or resonance itself can be avoided.

  Furthermore, according to the present invention, as a control for reducing noise and vibration caused by the chain 15 being engaged with the drive pulley 11 and the like, it is possible to inherently cause slipping and change the power transmission rate. Using the forward / reverse switching mechanism 20 or the starting clutch mechanism 40, only control for causing a slight slip in the power transmission is performed. Therefore, problems such as a decrease in the durability of bearings and pulleys that support rotating shafts such as the input shaft 2 and the counter shaft 3 of the continuously variable transmission 1 can be avoided.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. In addition, matters other than those described below are the same as those in the first embodiment. This is the same in other embodiments.

  FIG. 8 is a schematic diagram showing a schematic configuration of a continuously variable transmission 1-2 according to the second embodiment of the present invention. The continuously variable transmission 1-2 of the second embodiment is a starting clutch mechanism (second power transmission unit) that is installed coaxially with the driven pulley 16 as compared with the continuously variable transmission 1 of the first embodiment. 40 is omitted, and only the forward / reverse switching mechanism (first power transmission unit) 20 coaxial with the drive pulley 11 is provided. A torque converter (first power transmission unit) 50 with a lock-up clutch (friction engagement element) 51 is installed coaxially with the drive pulley 11.

  Noise and vibration generated when at least any two of the engagement frequency of the chain 15, the resonance frequency of the string portion 15 a (the tension side or the loose side) and the resonance frequency of the drive pulley 11 or the driven pulley 16 coincide with each other are reduced. In order to achieve this, a power transmission mechanism (a mechanism capable of generating a slip in the friction engagement element) having a vibration control action by causing slippage in the power transmission is either on the drive pulley 11 or the driven pulley 16 on the same axis. What is necessary is just to provide in either. Therefore, like the continuously variable transmission 1-2 of the present embodiment, the forward / reverse switching mechanism 20 as a power transmission mechanism installed coaxially with the drive pulley 11 and the torque converter 50 with the lockup clutch 51 are provided. It may be.

  In the case of the continuously variable transmission 1-2 according to this embodiment, the transmission mechanism unit 10 is operated by either the forward / reverse switching mechanism 20 or the torque converter 50 with the lock-up clutch 51 installed coaxially with the drive pulley 11. Since control for reducing noise can be performed, the same control as the first control shown in the flowchart of FIG. 4 can be performed. When performing the same control as the second to fourth controls shown in the flowcharts of FIGS. 5 to 7, the damping control of the starting clutch 40 which is a power transmission unit installed coaxially with the driven pulley 16 is performed. The steps (steps ST2-7, ST3-8, ST4-21) may be omitted, and the control may be performed only by other steps.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. FIG. 9 is a diagram showing a schematic configuration of a continuously variable transmission 1-3 according to the third embodiment of the present invention. The continuously variable transmission 1-3 of this embodiment is a forward / reverse switching mechanism (first drive mechanism) that is a power transmission mechanism installed coaxially with the drive pulley 11 as compared to the continuously variable transmission 1 of the first embodiment. (1 power transmission part) 20 is omitted, and only a starting clutch mechanism (second power transmission part) 40 which is a power transmission mechanism coaxial with the driven pulley 16 is provided. Reference numeral 60 denotes a damper installed on the input shaft 2 between the engine E and the drive pulley 16.

  In the case of the continuously variable transmission 1-3 according to the present embodiment, control for reducing noise associated with the operation of the transmission mechanism unit 10 can be performed only by the starting clutch mechanism 40 installed coaxially with the driven pulley 16. Therefore, the same control as the first control shown in the flowchart of FIG. 4 can be performed. When performing the same control as the second to fourth controls shown in the flowcharts of FIGS. 5 to 7, the damping control of the forward / reverse switching mechanism 20 which is a power transmission unit installed coaxially with the drive pulley 11. The steps (steps ST2-8, ST3-9, ST4-22) for performing the above are omitted, and the control may be performed only by other steps.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. For example, although the case where the power transmission member is a metal chain spanned between the drive pulley 11 and the driven pulley 16 has been described in the above embodiment, the power transmission member according to the present invention is not limited to a metal chain but a belt. Other members may be used.

1 Continuously variable transmission 2 Transmission input shaft (input shaft)
3 Transmission countershaft (countershaft)
8 Differential mechanism 10 Transmission mechanism 11 Drive pulley 14 Drive pulley cylinder chamber 15 Metal chain (chain: power transmission member)
15a string portion 16 driven pulley 19 driven pulley cylinder chamber 20 forward / reverse switching mechanism (first power transmission portion)
25 Reverse brake (friction engagement element)
30 Forward clutch (friction engagement element)
40 Starting clutch mechanism (second power transmission unit)
41 Starting clutch (friction engagement element)
50 Torque converter (first power transmission part)
51 Lock-up clutch (friction engagement element)
70 Shift Control Valve 100 Control Unit 106 Memory (Storage Unit)
E Engine (drive source)

Claims (7)

A drive pulley that rotates when a driving force from a driving source is transmitted;
A driven pulley that transmits the driving force accompanying rotation to the output side;
A power transmission member wound between the drive pulley and the driven pulley;
A first power transmission unit disposed coaxially with the drive pulley and capable of changing a power transmission rate from the drive source to the drive pulley; and disposed on the same axis as the driven pulley. and a power transmission mechanism comprising at least one of the second power transmission unit of the power transmission ratio which can be varied to RaIzuru force axis,
In the continuously variable transmission that changes the rotation speed of the drive pulley steplessly and transmits it to the driven pulley by changing the pulley width of the drive pulley and the driven pulley.
Biting frequency calculation means for calculating the biting frequency of the power transmission member to the drive pulley and the driven pulley based on the rotational speed of the drive pulley ;
A storage means for the resonant frequency of the driven pulley and the resonance frequency of the drive pulley which is calculated Me pre is stored,
When it becomes within a range that can be regarded as the resonant frequency of the resonant frequency or the driven pulley of the drive pulley, which is stored in the bite frequency and before Symbol storage means calculated by the clipping position frequency calculating means match each other, the control device for a continuously variable transmission, characterized in that it comprises a control means for power transmission slip control to cause the slip in the power transmission of the power transmission mechanism. A drive pulley that rotates when a driving force from a driving source is transmitted;
A driven pulley that transmits the driving force accompanying rotation to the output side;
A power transmission member wound between the drive pulley and the driven pulley;
A first power transmission unit disposed coaxially with the drive pulley and capable of changing a power transmission rate from the drive source to the drive pulley; and disposed on the same axis as the driven pulley. and a power transmission mechanism comprising at least one of the second power transmission unit of the power transmission ratio which can be varied to RaIzuru force axis,
In the continuously variable transmission that changes the rotation speed of the drive pulley steplessly and transmits it to the driven pulley by changing the pulley width of the drive pulley and the driven pulley .
A chord portion resonance frequency calculating means for calculating the resonant frequency of the string portion of the tight side or the slack side of the power transmission member on the basis of the operating state before Symbol CVT,
Storage means for storing the resonance frequency of the drive pulley calculated in advance and the resonance frequency of the driven pulley;
Falls within a range that can be regarded as the resonant frequency of the resonant frequency or the driven pulley of the drive pulley, which is stored in the storage means and the resonant frequency of the string portion that is calculated in the previous Kitsuru portion resonance frequency calculating means match one another when the control device for a continuously variable transmission, characterized in that it comprises a control means for performing power transmission slip control to let the power transmission cause slide down of the power transmission mechanism. The power transmission mechanism includes a friction engagement element that transmits power by engaging with friction;
The control by the control means, the frictional claim 1 or claim engagement of engagement elements varying at characterized in that it is a control to cause slide down to the power transmission by said frictional engagement element 2 A control device for a continuously variable transmission according to claim 1. The engagement frequency calculation means for calculating the engagement frequency of the power transmission member to the drive pulley and the driven pulley based on the rotational speed of the drive pulley, and the power transmission based on the operating state of the continuously variable transmission A string portion resonance frequency calculation means for calculating the resonance frequency of the string portion on the tension side or the loose side of the member, and
4. The power transmission slip control according to claim 1, wherein the control means performs the power transmission slip control when the biting frequency and the resonance frequency of the string portion are within a range that can be regarded as being coincident with each other . 2. A control device for a continuously variable transmission according to item 1 . 5. The continuously variable transmission control device according to claim 4 , wherein the power transmission mechanism includes both the first power transmission unit and the second power transmission unit. The control means is configured to transmit power of the first power transmission unit when the string resonance frequency on the tension side or the slack side of the power transmission member is within a range where the resonance frequency of the drive pulley can be regarded as coincident. It performs a control to cause the slide down to,
When it becomes within a range that can be regarded as the tight side or the slack side of the chord portion resonance frequency of the power transmission member and the resonant frequency of the driven pulley are coincident, produce a slide down the power transmission of the second power transmission unit 6. The continuously variable transmission control device according to claim 5, wherein control is performed. When the control means falls within a range in which three of the biting frequency, the resonance frequency of the string portion, and the resonance frequency of the drive pulley or the driven pulley are in agreement, two of them coincide. The continuously variable transmission according to any one of claims 4 to 6, wherein a rate of slip generated in power transmission of the power transmission mechanism is increased as compared with a case where the power transmission mechanism is within a range that can be considered. Control device.

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